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N0. 607,35I. Patented Iuly I2, |898. W. W. DUTY? I. A. MACKNIGHT 8L C.l GRAUTEN.

l ELECTRIC RAILWAY. (Appllication Ied Jau. 25, 1897. Renewed Dec. 24, 1897.) (No Model.) 3 sheets-sheet l.

\ u M ATTORNEYS.

1HE Non@ PETERS ou.. Pu'oTaLxTuo.. wAsHlNcbN. D. n.

No. 607,35I. v Patented July I2, i898. W W. DUTY, l. A. MAGKNIGHT C. GHAUTEN.

ELECTRIC RAILWAY.

(Application filed Jan. 25, k1897. Renewed Dec. 24, 1897.)

3 Sheets-I-Sheet 2.

(No Model.)

No. 607,35l. Patented July I2, |898. W. W. DUTY, .L A. MAcKNIGHT & C. GRAUTEN.

ELECTRIC RAILWAY.

(Application led Jan. 25, 1897. Renewed Dec. 24, 1897.)

(Nun Model.)

3 Sheets-Sheet 3.

WITNESSES 3o the improvement.

@Ntra STATES Armar rrion.

VILLIAM V. DOTY, OF NEW YORK, JAMES A. MAOKNIGHT, OF MOUNT VER- NON, AND CHARLES GRAUTEN, OF NEV YORK, N. Y., ASSIGNORS, BY MESNE ASSIGNMENTS, TO W. WV. DOTY da OO. AND lVlLLlAM REINHART,

OF NE\V YORK, N. Y.

ELECTRIC RAILWAY.

SPECIFICATION forming part of Letters Patent No. 607,351, dated July 12, 1898. Application filed January 2.5, 1897. Renewed December 24, 1.897. Serial No. 663,400. (No model.)

To all whom it may concern:

Be it known that we, WILLIAM W'. DOTY, of the city and county of New York, JAMES A. MACKNIGHT, of Mount Vernon, county of Westchester, and CHARLES GRAUTEN, of the city and county of New York, State of New York, have invented a new and Improved Electric Railway, of which the following is a full, clear, and exact description.`

1o The invention relates to electric railways having an underground feed-wire connected with the power-house or other source of electricity.

The object vof the invention is to provide a new and improved electric railway designed for propelling cars and trains over long or vshort distances and arranged to maintain a steady current for running the cars properly without danger from deadly overhead or rail zo currents.

The invention consists of certain parts and details and combinations of the same, as will be fully described hereinafter and then pointed out in the claims.

2 5 Reference is to be had to the accompanying drawings, forming a part of this specification in which similar characters of reference indicate corresponding parts in all the gures.

Figure 1 is a sectional perspective View of Fig. 2 is an enlarged 'sectional side elevation of the same. Fig. 3 is a sectional plan View of part of the improvement on the line 3 3 of Fig. 2. Fig. 4: is an enlarged sectional side elevation of a modified form of the improvement. Fig. 5 is a sectional plan View of part of the saine on the line 5 5 of Fig. 4, and Fig. 6 is a similar view of part of the same on the line G 6 of Fig. 4.

The improved electric railway is provided with the usual track-rails A, on which travel the Wheels of the car to be propelled over the road. Between the rails A is arranged in the road-bed a working conductor B, made in sections B B3 B3, insulated one from the other by a suitable insulating material B4, as plainly indicated in Figs. l and 2. In the road-bed is arranged a conduit O, throughI which extends a feed-Wire l), connected with a snitable source of electricity-supply and con- 5o nected by the branch wires D' and bindingpost E with circuit-controllers F, F', and F3, one for each rail-section B B3 B3, respectively, as plainly indicated in Fig. 2.

The circuit-controllers are preferably made 5 5 in the form of solenoids, each having the coil of Wire F3 and a plunger F4 made in sections F3, F6, F7, and F3, of which the section F5 extends in the center of the coil of wire F3 and is made of a magnetic material, 6o while the section F7 projects below the coil of wire and is made of a non-cond ucting and nonrnagnetic material, such as lava, while the next section F7 is made of carbon or a like conducting material, and the lowermost section F8 is similar to the section F, preferably made of lava. The coil of wire F3 of each solenoid is connected by a wire G with the corresponding working-conductor section of the solenoid and by a wire `G with a binding-post G3 7o of the next following solenoid. The bindingpost G3 of each solenoid is connected by a contact-plate G3 with the lower end of the plunger F4 of this solenoid, and a similar contact-plate G4 engages this solenoid-plun- 75 ger directly opposite the plate G3, as plainly indicated in Figs. 2 and 3. The contact-plate G4 is connected with a binding-post G5, from which leads a wire G6 to the ground G7, and preferably by the way of rail A, as indicated 8o inFigl. Thebinding-postEpreviouslymentioned is connected by a contact-plate E with the lower end of the plunger F4, and a similar contact-plate E3 engages the plunger diametrically .opposite the plunger E', as 85 shown in Figs. 2 and 3. By reference to said figures it will be seen that the sets of contactplates G3 G4 and E and E3 stand at right angles to each other and with the contactplates`G3 G4 engaging the plunger F4 at a 9o lower level than the contact-plates E' and E3, so that when the plunger is in a lowermost position the contact-plates E and E3 are electrically disconnected from each other, while the contact-plates G3 G4 are electrically con- 95 nected with cach other by way of the carbon section F7. When the plunger of the solenoid is in an uppermost position, the contactplates G5l and G4 are electrically disconnected from each other, while the contact-plates E' and E2 are electrically connected with each other by the carbon section F7. The contactplate E2 connects with a binding-post E2, from which leads a wire E4, connecting with the working-conductor section of the particular circuit-controller F, F', or F2.

Now it is evident that when the ,Coil or wire F3 of a solenoid is energized then the plunger F4 is drawn into an uppermost position, as shown by the circuit-controller F in Fig. 2, and when the plunger F4 is in this position then the contact-plates E E2 are in engage- :ment with the carbon section F7 of the said plunger F4, and consequently electricity can pass from the feed-wire D through the bran ch wire D' to the binding-post E and from the latter by the contact-plates E E2 and carbon section F7 to the binding-post E3 and by the wire E4 to the corresponding working-conductor section-for instance, as shown in Fig. 2, to the section B. When the plunger F4is in this uppermost position, the contact-plates G3 and G4 are in engagement with the lower non-conducting section F8, and consequently the wires G' G6 are disconnected from each other-that is, the coil of wire of the preceding solenoid has no ground connection and becomes denergized. As soon as this takes place the plunger F4 in this preceding solenoid drops back to the normal lowermost po sition. W'hen the plunger is in this position, the contact-plates E and E2 rest on the :insulated section F, and consequently the electric connection between the feed-wire D and the wire E4 is interrupted, while electric connection is made by the section F7 with the contact-plates G3 G4 to allow a current to pass through the coil of wire F3 of the preceding solenoid.

The car traveling over the rails A is provided with a double trolley H, having the trolley parts H and H2 in the shape of shoes, brushes, wheels, or the like, and in contact with the sectional Working conductor B. The trolley parts l1' and H2 are placed one in front of the other, so as to engage adjacent sections of the transmission-rail, as plainly indicated in Fig. 2. The double trolley is also connected by a wire I with the motorJ of the car, having the usual ground connection by the way of the rails.

The operation is as follows: l/Vhen the several parts are in the position as illustrated in Fig. 2, then the trolley part H' is in engagement with the working-conductor section B' and the trolley part H2 is in engagement with the conductor-section B2. The solenoid F has its plunger F4 in an uppermost position, so that the current from the feed-wire D can pass tothe conductor-section B', as previously explained, through trolley part H' and wire I to the motor J to actuate the same so as to propel the car forward over the road. As the plunger F4 of the solenoid F is in an uppermost position, the ground connection for the wire G' of the coil of wire F3 of the preceding solenoid F' is cut out, so that the plunger F4 of the solenoid is in its lowermost position. Now when the car proceeds in the direction of the arrow a' and the forward trolley part ll passes upon the following section B3 and the trolley part H2 is still on the section l5' then a portion of the current passes to the cond uctor-section B3 and by the wire G to the coil of wire F3 of the solenoid F2, so as to energize the saine and cause an upward sliding of its plunger F4. The moment this is done the contact-plates G3 G4 of the solenoid 'F2 interrupt the ground connection with the wire G' of the coil of wire F3 of the previous solenoid F, so that the latter becomes demagnetized and its plunger F4 drops to a lowermost position, thereby cutting oil? the supply of electricity from the feed-wire D. The plun* ger F4 of the solenoid F2 in mmringinto an uppermost position makes connection between the feed-wire D and the conductor-section B2 by the contact-plates E8 and E2 engaging the carbon section F7 of the plunger.

Thus it will be seen that by the arrangement described the double-trolley wire while receiving the electricity through one cond uctor-section sends part of its current to the next forward conductonsection and the solenoid thereof, so as to energize the same and to break the ground connection for the pre- Vious or preceding solenoid, so that the lat ter becomes denergized and breaks the current from the feed-wire to its conductor-section. At the same time electricity from the feed-wire passes to the next conductor-section to the motor of the carto propel the latter forward over the road.

It is evident that by the arrangement described only that section of the working con ductor which is directly nuclei' the car is included in the circuit, while all the other conductor-sections are cut off from the source of electricity, and consequently are not dangerous for persons or vehicles crossing the track.

In the modified form shown in Figs. Il, 5, and 6 we form the plunger of each solenoid with a magnetic section F10 and insulated section F11 and a carbon section F12. The plunger is adapted to pass through two sets of contactplates K K' and L L', located one above the other and 'separated by insulated material N, as indicated in Fig. 4. The plate K' is connected by a wire O with the working-conductor section B5, and the plate K is connected by a Wire O' with the plate L of the next following solenoid, each plate L' being connected by a branch wire D2 with the fcedwire D2. Now as long as the solenoid is deenergized, as shown in the last solenoid in Fig. 4, then the section F12 by resting on the plates L L' connects the same with each other to cause the current to pass from the feed-wire D3 by way of the branch wire D2 to the plate L', section F12, plate L, wire O', to plate K of the next preceding solenoid, the plunger of which is now in an uppermost po- IOO IIO

sition, so that the plate K is connected with the plate K' by the section F12 of the solenoid to allow the electricity to pass by the wire O to the conductor-section B5 and to the double trolley. Thus by the arrangement described the electricity is sent from a solenoid ahead of the car to and through the solenoid belonging to the conductor section B5 over which the car is at the time. Otherwise the operation is the same as previously described in relation to Figs. l, 2, and 3.

By the arrangement described a steady current is`sent to the motor of the car, as one of the double-trolley parts is connected with the source of electricity before the other is cut out. Furthermore, a conductor-section cannot be charged with electricity except as required by each car in passing over'the section. Each solenoid or circuitcontroller forms a circuit breaker and closer for the energizing-current of the preceding solenoid, a current breaker and closer for the conductorsectiOn, as well as a feeder for its own coil, to

keep the latter energized, so as to hold the plunger of this circuit-controller in an uppermost position during the time the car is over the corresponding conductor-section.

It is evident from the foregoing that the sections F(3 F7 F8 may be on the upper end of the plunger and the contact-plates above the solenoid-coil, instead of below, as shown and described.

It will be understood that each circuit-controller consists of three main parts-viz., the plunger forming a switch, the coil forming an electric operating device for the said switch, and the two circuit-closers operated by the switch. It will be further understood that each circl'lit-controller by its circuitclosers controls two circuits, which are as follows: first circuit, closed when the electric operating device ofthe controlleris energized, from feed-wire to one of the circuit-closers of the controller, (either directly, as in Fig. 2, or through the second circuit-closer and the switch of the next controller, as in Fig. 4,) through switch of controller to working-conductor section corresponding to the same controller; second circuit, closed when the electric operating device of the controller is deenergized (normal condition) in Fig. 2, from a section of the working conductor to the electric operating device of the controller belonging to that section, to circuit-closer and switch of next controller, and thence to the ground or its equivalent; second circuit in Fig. 4, from the feedwire to one circuitcloser of the controller, through the switch, to the other circuit-closer of the next controller, and when the electric actuating device of said controlleris energized through the switch thereof and to the working-conductor section belonging to said next controller. In each case the electric actuating device of each controller is connected to the corresponding working-conductor section, and one circuit-closer controls the connection of the feed-wire with the working-conductor section belonging to the same controller, while the other circuitcloser controls the connection of the feed-wire with the working-conductor section belonging to the next controller. In Fig. 2 the electric operating device of each circuit-controller is controlled by the switch of the next controller. In Fig. l the electric operating device has no direct connection with the switch of any controller, but depends for its actuation solely upon the passage of the trolley or other contact device of the car over the working-conductor section connected to such electric operating device.

Having thus fully described our invention, we claim as new and desire to secure by Letters Patentl. The combination of the feed-wire, the sectional working conductor, and a series of circuit-controllers, one for each section of the working conductor, each of said circuit-controllers comprising a switch made with a conducting and a non-conducting section,an electric actuating device electrically connected to the working-conductor section belonging to that controller, and two circuit-closers controlled by the switch, and so arranged that only one of them can engage the non-conducting portion of the switch at a time, one circuit-closer operating, when the electric actuating device is energized, to connect the feed-wire with the working-conductor section belonging to the same controller,and the other circuit-closer operating, when the electric actuating device is denergized, to connect the feed-wire with the working-conductor section belonging to the next controller,substantially as described.

2. The combination of the feed-wire, the sectional working conductor, and a series of circuit-controllers, one for each section of the working conductor, each of said circuit-controllers comprising a switch made with a conducting anda non-conducting section, an electric actuating device electrically connected to the Working-conductor section belonging ICO IIO

to that controller, two circuit-closers controlled by the switch and so arranged that only one of them can engage the non-conducting portion of the switch at a time, connections from the members of one circuit-closer leading respectively to the feed-wire and to the working-conductor section belonging to the same controller, and connections from the members of the other circuit-closer leading respectively to the feed-wire and to the working-conductor section to which the next controller belongs, substantially as described.

3. The combination of the feed-wire, the sectional working conductor, and a series of circuit-controllers, one for each section of the working conductor, each of said circuit-controllers comprising a switch made with a conducting and a non-conductingsection, an electric actuating device electrically connected to the working-conductor section belonging trolled by the switch and so arranged that only one of them can engage the non-cond ucting portion of the switch at a time, connections from the members of one circuit-closer leading respectively to the feed-wire and to the Working-conduetor Section to which the same controller belongs, and connections from the members of the other circuit-closer leading respectively to the ground or its equivalent and to the electric actuating device of the controller belonging to the next section of the Working conductor, substantially as described.

4. An electric railroad provided With a Working conductor made in sections insulated one from the other, a solenoid for each conductor-Section and having its coil of Wire connected with the said conductor -seetion and with the ground, the magnetic plunger of the solenoid being provided With alternatelyarranged sections of` conducting and non-conducting materials, sets of contactplates engaging the plunger-sections, one set of the contact-plates being in the ground- Wire for the preceding solenoid and the other set being in the Wire for connecting the conductor-section with a feed-wire, substantially as shown and described.

WILLIAM W. DOTY. JAMES A. l\i[ACKNIGII'1`. CHARLES GRAUTEN. Titnessesz THEO. G. Hos'rEn, JNO. M. RITTER. 

